Locking of a control device with a margin for adjustment

ABSTRACT

The invention relates to a control device for affecting the accelerator ( 15 ) of a vehicle by means of a an actuator, typically a handle ( 3 ), arranged within the reach of the driver. The main purpose of use of the invention is to modify vehicles equipped with foot pedal control means so that they become better suitable to be used by disabled persons. The invention is suitable to be used by professional drivers to improve driving comfort. According to the invention, the control device comprises means ( 20, 21, 30, 20, 60, 30, 20, 80, 30 ) for locking the actuator ( 3 ) with a margin for adjustment into a position in which the actuator ( 3 ) is utilized to affect the accelerator ( 15 ) of the vehicle, and means ( 22, 25, 60, 22, 25, 81 ) for producing a margin for adjustment in said position locked with a margin for adjustment, which margin for adjustment allows the driver to move the actuator ( 3 ) and to adjust the accelerator ( 15 ) within the adjustment range ( 31 ) of the margin of adjustment without releasing said locking. Furthermore, the control device according to the invention comprises means ( 20, 21, 30, 20, 60, 30, 81, 30 ) for automatically releasing the locking with a margin for adjustment when the driver turns the actuator ( 3 ) more than is allowed by said margin for adjustment.

The invention relates to a control device according to the preamble ofthe appended claim 1.

An earlier patent application no. 20001987 by the applicant that was notyet public at the application date of the present application, disclosesa control device to be installed in a vehicle, said control deviceenabling the use of the original pedal control devices of a vehicle bymeans of a separate actuator. Typically, the above-mentioned controldevice is installed in a car equipped with automatic transmission and ahandle operates as an actuator, by means of which handle it is possibleto affect the brake and accelerator pedals of the vehicle. By means ofthe aforementioned control device it is also possible for persons withsignificantly impaired lower limb capacity, or totally lacking saidlimbs or their capacity, to use a vehicle equipped with normal footpedals.

In the solution described in the patent application no. 20001987, theforce or movement exerted by the driver on the actuator of the controldevice is transmitted hydrostatically to the original foot pedals of thevehicle, or to mechanisms closely connected thereto.

There are also other kinds of known solutions of prior art forconverting the original pedal control devices of a vehicle intohand-operated devices, thus making them suitable for persons withrestricted mobility. The movement of the handle operating as an actuatorcan be arranged to be transferred to the original pedal/pedals or tomechanisms closely connected thereto for example by means of mechanicalleverages or cables.

In such control devices that can be installed in a vehicle afterwards,and in which the actuator is a handle, the operation of the handle istypically arranged in such a manner that when the driver pushes thehandle away from himself/herself in the longitudinal direction of thevehicle, the mechanism of the brake pedal is affected, and respectively,when the driver pulls the handle towards himself/herself, the mechanismof the accelerator pedal is affected.

For reasons of safety, the function of the handle or a correspondingactuator is by means of return mechanisms, for example different returnsprings arranged such that when the driver releases his/her grip fromthe handle, the handle automatically returns to such a basic position inwhich the control device does not substantially affect the brake oraccelerator pedal. The aforementioned return mechanisms can be partly orentirely contained in the mechanisms of the original pedal devices ofthe vehicle.

In practical driving situations the driver has to exert a force on thehandle, which force corresponds to the force produced by theaforementioned return mechanisms. For example when driving longerdistances, the driver is thus forced to pull the handle towardshimself/herself against the force of the return mechanisms to keep theaccelerator pedal pressed down and to maintain the speed of the vehicle.Especially in longer distances this easily results in that the hand thedriver uses for operating the handle grows tired, which, in turn, mayeven reduce traffic safety.

The hand of the driver that operates the handle is also in theabove-described situation tied to its function, and thus the drivercannot for example use said hand for holding the steering wheel or useother devices of the vehicle without disturbing the driving (speed) ofthe vehicle. For example when driving in a queue, the driver must thusin practice keep one hand constantly on the handle of the controldevice. While one hand is positioned on the handle of the controldevice, the driver must naturally keep the other hand constantly on thesteering wheel, wherein in practice, the use of both hands for operatingthe other control and auxiliary devices of the vehicle is prevented.

In solutions of prior art, the aim has been to reduce the aforementionedproblem caused by return mechanisms which are necessary as such, byincreasing the friction between the handle arranged to rotate from itslower end in relation to a shaft or the like, and said shaft. Thus, thefriction produced thereby also reduces the force required for keepingthe handle in a set position.

U.S. Pat. No. 5,813,944 presents a hand control device, in which thehandle used by the driver is a lever arranged at its lower end to bepivotable in relation to a shaft installed in a support, thereciprocating movement of the lever being transmitted further by meansof cables to the brake and accelerator pedals of the vehicle. Saidpatent discloses friction adjustment taking place by means of thetension of the end nut of the shaft, by means of which it is possible toadjust the force necessary for moving the handle or the operatingproperties of the handle.

It is an obvious problem of the aforementioned solution that thefriction produced thereby complicates the movement of the handle in allsituations, thus reducing the feedback feeling of the control deviceconsiderably. If the tension of the shaft is sufficiently increased sothat the handle remains stationary in a set position of the accelerator,the feedback feeling of the handle is reduced, and the operation of thehandle becomes easily “angular”. Thus, for example during enginebraking, it is difficult for the driver to adjust the handle into such aposition in which the accelerator is no longer pressed, but the brakepedal is not yet affected either. In braking situations, the frictionresisting the movement of the handle complicates the accurate rationingof the braking force, and thus reduces traffic safety. If theaforementioned friction adjustment is arranged such that it can beadjusted while driving, it is necessary for the driver to resort toadditional measures to change such an adjustment, which reduces trafficsafety and is disadvantageous in view of the convenience of use of thecontrol device.

It is the main purpose of the present invention to introduce a controldevice to be installed in a vehicle, by means of which it is possible toavoid the above-described problems related to solutions of prior art.

By means of the solution according to the invention it is possible toavoid the strain experienced by the driver in a driving situation,caused by the necessary return mechanisms contained in the controldevice itself and/or in the original pedal mechanisms or the like in thevehicle that are used by means of the control device. When the operatingsituation so requires, the actuator according to the invention, such asa handle, can however, be moved without restrictions, wherein thefeedback feeling remains on a sufficient level when the original pedalmechanisms of the vehicle are affected, which is important for trafficsafety.

To attain this purpose, the control device according to the invention isprimarily characterized in what will be presented in the characterizingpart of the independent claim 1.

The other dependent claims will present some preferred embodiments ofthe invention.

The invention is based on the idea that the actuator of the controldevice, typically a handle or the like can be locked during the use witha margin for adjustment to such a position, in which the actuator isutilized in a desired manner to affect the accelerator pedal, or othermechanisms of the vehicle relating to the pressing of the acceleratorpedal. The actuator remains in said locking position with a margin foradjustment, irrespective of the effect of the above-described returnmechanisms, without a force constantly exerted on the actuator by thedriver.

More precisely, the locking of the actuator with a margin for adjustmentmeans that when the locking is switched on, the actuator can be easilymoved/turned by the driver within a set adjustment range (margin foradjustment) to affect the accelerator of the vehicle and to adjust thedriving speed of the vehicle without having to switch off said locking.The margin for adjustment according to the invention is primarilyintended for fine-adjustment of the speed of the vehicle, when forexample the longitudinal profile of the road changes.

Furthermore, it is an essential feature of the locking with a margin foradjustment according to the invention that when the driver turns theactuator locked with a margin for adjustment outside a positionrestricted by the margin for adjustment, the locking of the actuator isautomatically released. Thus, in a sudden situation, for example foremergency braking or acceleration, it is not necessary to switch off thelocking with a margin for adjustment separately. When the locking isswitched off, the actuator of the control device functions with theoriginal sensitivity and without restrictions, wherein a good feedbackfeeling is attained for example in braking situations.

In a preferred embodiment of the invention, the locking with a marginfor adjustment is implemented in a control device disclosed in anearlier Finnish patent application no. 20001987 by the same applicant.In said control device, the force or movement exerted by the driver onthe actuator is transmitted hydrostatically to the original foot pedalsof the vehicle, or to mechanisms closely connected thereto. When thesetwo inventions are combined together, a control device is attained whichin view of the driver is very easy to use and provides a very goodfeedback feeling and which can also be easily installed in differentkinds of vehicles and for different kinds of drivers. Hydrostatic powertransmission enables the use of flexible hoses to connect the so-calledoperating part of the control device to the other parts of the controldevice. Thus, the actuator, typically a handle that is placed in saidoperating part intended for the user, can be installed in a desiredlocation in the vehicle cabin and in the desired position with respectto the steering wheel, for example on the right-hand or left-hand sideof the steering wheel. Said operating part can be attached for exampleto the vehicle body, dashboard, steering wheel, or to the structures ofa so-called steering shaft connected to the steering wheel, to thedriver's seat, wheelchair functioning as a driver's seat, to the innerstructures of the door of the vehicle on the driver's side, or anotherlocation best suitable in view of the vehicle and/or driver in question.

The invention is not, however, limited solely to be used in theaforementioned control device based on the earlier invention of theapplicant, but it can be widely applied also in other types of controldevices that are intended to be used in vehicles. The movement of theactuator can thus be arranged transferable to the accelerator pedal ofthe vehicle, to a mechanism closely connected thereto, or to anothermember effecting said function, for example by means of mechanicalleverages or cables, or in another manner known as such.

Furthermore, the invention is not restricted solely to such applicationsin which the actuator of the control device is a handle, but theactuator can also be arranged to be used with another such body partwhich body part of a driver with an individually restricted mobility isbest suitable for this purpose at a given time.

In the following, the most important advantages attained by means of thepresent invention will be shortly described.

When the solution according to the invention is used, the driver's hand(or another body part) that operates the handle of the control device(or another actuator) does not grow tired even when driving longerdistances, because the driver can rest his/her hand, if desired, andeasily change his/her grip on the handle, if necessary. This isespecially important if the driver has restricted mobility, wherein inaddition to the restrictions in the capacity of the lower limbs, thecapacity and efficiency of the other parts of the driver's body and/orupper limbs may be weaker than normal.

The driver can use the hand intended for the handle of the controldevice also for steering by means of the steering wheel, or for anotherpurpose, wherein the invention also considerably facilitates the use ofother control and auxiliary devices (indicator switch, light switch,heating apparatus, radio, etc.) of the vehicle. By steering the vehicleby the steering wheel momentarily by means of the hand intended for thehandle of the control device, the other hand of the driver becomes freefrom the handling of the steering wheel for other purposes. Thus, theuser can also change the grip of said other hand and/or rest said otherhand while driving.

Thus, the control device equipped with the feature according to theinvention efficiently prevents the driver from growing strained ortired, wherein the driver's ability to concentrate and his/her alertnessremains good, and thus traffic safety is improved.

The actuator of a control device according to the invention has a simpleand reliable structure, and it can be implemented with small costs incontrol devices installed afterwards in vehicles of different types. Thesolution according to the invention is not, however, restricted solelyto control devices installed afterwards in vehicles, but the controldevice according to the invention can also be installed in a vehicle asoriginal equipment, if necessary.

The following more detailed description of the invention will moreclearly illustrate for anyone skilled in the art, possible embodimentsof the invention as well as advantages to be achieved with the inventionin relation to prior art.

In the following, the invention will be described in more detail withreference to the appended drawings, in which

FIG. 1 shows in principle an embodiment of the control device disclosedin the earlier Finnish patent application No. 20001987 by the applicant,

FIGS. 2 to 5 illustrate in principle a first embodiment of theinvention,

FIGS. 6 to 7 illustrate in principle a second embodiment of theinvention,

FIGS. 8 to 10 illustrate in principle a third preferred embodiment ofthe invention,

FIG. 11 illustrates the placement of the operating part and actuator ofthe control device according to the invention in the cabin of a vehicle,

FIG. 12 illustrates in principle a fourth preferred embodiment of theinvention, and

FIG. 13 illustrates in principle a fifth embodiment of the invention.

FIG. 1 shows in principle a preferred embodiment of a control deviceaccording to the earlier Finnish patent application No. 20001987 by theapplicant.

In FIG. 1, the operating part 16 of the control device HC comprises anactuator 3 arranged pivotable at its lower end in relation to a shaft 2.In this embodiment the actuator 3 is a handle. The handle 3 affectspiston means 6,7 by press means 4, 5 connected thereto, when the handle3 is pivoted in relation to the shaft 2 and at the same time in relationto the body of the operating part 1. Said piston means 6, 7 are locatedin hydraulic cylinders 8, 9 arranged in the body 1. Said so-called firsthydraulic cylinders 8,9 are coupled by means of pipes 10,11 to so-calledsecond hydraulic cylinders 12,13 fixed close to the pedal mechanisms14,15 in the vehicle. When the handle 3 in FIG. 1 is moved towards theposition B of the handle, the accelerator pedal 15 of the vehicle isaffected, and in a corresponding manner, when the handle 3 is movedtowards the position C, the brake pedal 14 is affected.

When the driver releases his/her grip from the handle 3, the handle 3returns into its basic position A because of return mechanisms, saidreturn mechanisms being included in this case both in the original pedalmechanisms 14, 15 of the vehicle and in the control device HC itself. Inthe control device HC, the return mechanisms in this embodiment arereturn springs included in the first 8,9 and second 12, 13 hydrauliccylinders, of which the former are shown in FIG. 1. Furthermore, thehandle 3 can also be equipped with a separate return member, such as areturn spring, or the like, arranged in connection with the shaft 2.

When using a control device HC according to FIG. 1, the driver has toexert a force on the handle 3 or a corresponding actuator, which forcesubstantially corresponds to the force produced by the aforementionedreturn mechanisms.

The situation is also similar in control devices of prior art with asubstantially corresponding purpose of use, in which the powertransmission between the handle and the pedal mechanisms is implementedfor example mechanically by using different lever, rod and/or cabletransmissions. The return mechanisms returning the handle or anotheractuator into its basic position are absolutely necessary for the sakeof traffic safety in all control devices of this kind, and thus, thestrain caused by the same for the driver also occurs during the use ofall corresponding control devices.

In the following, different embodiments of the control device accordingto the invention will be described, by means of which the strain andinconveniences caused by the aforementioned return mechanisms for thedriver can be avoided without making the function of the handle rigid ina manner that hampers the use and/or traffic safety.

FIGS. 2 to 5 illustrate in principle the structure and function of anoperating part 16 and an actuator 3 of the control device according to afirst embodiment of the invention in a situation in which the inventionis applied substantially in a control device according to FIG. 1.

In the initial situation shown in FIG. 2, the adjustment of the handle 3with a margin for adjustment according to the invention is not in use.Thus, the handle 3 can be moved freely with respect to the shaft 2 indirections B and C with respect to the body 1 of the operating part toaffect the piston means 6 or 7, and further the pedal mechanisms 14, 15of the vehicle. In the situation of FIG. 2, the means used for thelocking with a margin for adjustment, that is a push bar 20, a latch 21and a spring mechanism 22, are in a rest position, to which restposition said means 20, 21, 22 are pulled by the push bar 20 with areturn member, such as a spring (not shown in FIGS. 2 to 5) located atthe upper end of said push bar.

The push bar 20 and the latch 21 are connected to each other with ashaft journal 23, and the latch 21 and the spring mechanism 22 arefurther connected to each other with a shaft journal 24. The springmechanism 22 that comprises a spring 25 is attached inside the handle 3by using a fastener 26. The free ends of the shaft journals 23 and 24that are positioned outside the means 20, 21, 22, are arranged to movein grooves (not shown in FIGS. 2 to 5) produced inside the body of thehandle 3, substantially in the longitudinal direction of the handle.

In the following FIGS. 3 to 5, the reference numbering used forreferring to parts and members, corresponds to the markings used in FIG.2, and thus, for the sake of clarity, all markings have not beenrepeated in FIGS. 3 to 5.

In FIG. 3, the driver has turned the handle 3 in the direction B andadjusted the driving speed into a suitable level by affecting the pistonmeans 7, and thereby the accelerator pedal 15 (see FIG. 1). In thissituation the handle is in the position shown with a solid line in FIG.3. By pressing the push rod 20 now downwards in the direction shown bythe arrow with a lever, knob or the like located at the upper end of thehandle 3, the driver can lock the handle 3 to the aforementionedposition with a margin for adjustment.

The locking with a margin for adjustment according to the inventiontakes place when the latch 21 is locked behind a tooth located in asuitable position on a toothed rim 30 fixed to the body 1 of theoperating part in a stationary manner. When the shaft journal 24functions as a pivot point, the return member (not shown in FIGS. 2 to5) positioned at the upper end of the push rod 20 secures the locking ofthe latch 21 on the toothed rim 30 by tending to pull the push rod 20upwards towards the rest position. The profile of the teeth on thetoothed rim 30 is shaped asymmetrically in the direction of motion ofthe handle 3 for the aforementioned purpose in a manner that is obviousfor a man skilled in the art and is suitable for the aforementionedpurpose. When the position of the handle 3 is locked in theabove-described manner, the driver can release his/her grip entirelyfrom the handle 3, if necessary, without changing the position of thehandle 3 itself.

In the situation of FIG. 3, the margin for adjustment in the locking isproduced by means of the spring mechanism 22 in the following manner.When the locking is switched on, it is now possible to move the handle 3a fixed distance either in the direction B or C in such a manner thatthe latch 21 still remains locked behind the same specific tooth of thetoothed rim 30 as the spring mechanism 22 yields slightly and keeps thehandle 3 in the position desired at a given time by means of thecounterforce it has produced. In FIG. 3, the margin for adjustmentproduced according to the invention is illustrated by means of extremepositions of the handle 3 and the latch 21 that are marked with brokenlines. The aforementioned extreme positions enable the movement of thepiston means 7 that affects the position of the accelerator pedal in theadjustment range 31 shown in FIG. 3.

FIG. 4 shows the extreme position of the margin for adjustment when thehandle is turned in the direction C to reduce the acceleration until thetip of the latch 21 touches the body of the toothed rim 30 in saidextreme position. When the driver turns the handle 3 further in thedirection C, as shown in FIG. 5, the tip of the latch 21 that touchesthe body of the toothed rim 30 functions as a pivot point, in relationto which the latch 21 turns as the spring mechanism 22 yields upwards,and the latch 21 is released from behind the tooth of the toothed rim30. When the latch 21 is released, the return member placed at the upperend of the push rod 20 (not shown in FIGS. 2 to 5) pulls the lockingmembers 20, 21, 22 back to the rest position according to FIG. 1. Inother words, when the driver reduces acceleration beyond the levelallowed by the margin for adjustment, or when he/she suddenly shifts tobraking, the locking with a margin for adjustment according to theinvention is automatically released, and the situation according to FIG.1 is restored.

When the locking with a margin for adjustment is switched on and thedriver turns the handle in the direction B to increase acceleration(e.g. FIG. 3), thus, when the handle 3 is turned in this direction morethan is allowed by the margin for adjustment, the latch 21 is releasedfrom behind the tooth of the toothed rim 30, wherein the return memberplaced at the upper end of the push rod 20 pulls the locking members 20,21, 22 back to the rest position shown in FIG. 1. In other words, whenthe driver increases acceleration beyond the level allowed by the marginfor adjustment for example when he/she is forced to accelerate rapidlyin a suddenly occurring situation, the locking with a margin foradjustment according to the invention is automatically released. If,however, in the embodiment of the invention shown in FIGS. 2 to 5, thedriver when increasing acceleration at the same time pushes the push roddownwards, the latch 21 is locked again behind a tooth located at asuitable point in the toothed rim 30.

According to FIGS. 2 to 5, the locking with a margin for adjustmentaccording to the invention cannot be switched on in a braking situation,in other words in a situation in which the handle 3 is turned in thedirection B in such a manner that the piston means 6 and thereby thepedal mechanism 14 of the vehicle (see FIG. 1) are affected. This isarranged by means of the shaping of the toothed rim 30 in such a mannerthat when the handle 3 is in such a position in which the piston means 6is affected, there are no teeth on the toothed rim 30 within the rangeof the latch that would be suitable for the locking.

FIGS. 6 to 7 illustrate in principle the structure and function of anoperating part 16 and an actuator 3 of a control device according to asecond embodiment of the invention in a manner corresponding to FIGS. 5to 7.

In FIG. 6, the locking of the handle 3 with a margin for adjustment isnot in use, and the members used for the locking with a margin foradjustment, i.e. a push bar 20 and a spring latch 60 are in a restposition, to which rest position said members 20, 60 are pulled by thepush bar 20 with a return member, such as a spring (not shown in FIGS. 6to 7) located at the upper end of the same. The push rod 20 and thespring latch 60 are connected to each other by means of a lever member61. Said lever member 61 and the push bar 20 are connected to each otherby means of a shaft journal 62, and the lever member 61 and the springlatch 60 are further connected to each other with a shaft journal 63.The latter shaft journal 63 also operates as a swivelling shaft inrelation to which the spring latch 60 is capable of turning from therest position to the position implementing the locking with a margin foradjustment, transferred thereto by the push rod 20. The free ends of theshaft journal 62 that are positioned outside the members 20, 61, arearranged to move in grooves (not shown in FIGS. 6 to 7) produced insidethe body of the handle 3, substantially in the longitudinal direction ofthe handle. Correspondingly, the free ends of the shaft journal 63 arearranged to rotate in grooves (not shown in FIGS. 6 to 7) producedinside the body of the handle 3.

FIG. 7 shows in a manner corresponding to FIG. 3 the act of producingthe margin for adjustment of the locking according to the invention bymeans of the spring latch 60. When the driver pushes the push rod 20downwards towards in the direction shown by the arrow, the handle 3 islocked in its position with a margin for adjustment as the tip of thespring latch 60 is locked behind a tooth located at a suitable point onthe toothed rim 30. The margin for adjustment 31 is now produced by theyielding of the tip part of the spring latch 60 made of spring steel oranother material suitable for the purpose. When the handle 3 is turnedmore in the direction B or C than is allowed by the margin foradjustment 31, the tip of the spring latch 60 is released from thetoothed rim, and the members used for locking with a margin foradjustment, i.e. the push rod 20 and the spring latch 60 are returned tothe rest position shown by FIG. 6, when pulled by the return memberlocated at the upper end of the push bar 20.

FIGS. 8 to 10 illustrate in principle the structure and function of anoperating part 16 and an actuator 3 of a control device according to athird embodiment of the invention in a manner corresponding to FIGS. 5to 7.

In FIG. 8, the locking of the handle 3 with a margin for adjustmentaccording to the invention is not in use, and the members used forlocking with a margin for adjustment, i.e. a push bar 20, a lever latch80, a torsional spring 81 and spring mechanism 22 are in a restposition. The push bar 20 is pulled to the rest position shown in FIG. 8by a return member, for example a return spring (not shown in FIGS. 8 to10), located at the upper end of the push bar 20. To support the pushbar 20, the ends of a guide pin 82 located at the lower end of said pushbar 20 are arranged to move in grooves (not shown in FIGS. 8 to 10)produced inside the body of the handle 3, substantially in thelongitudinal direction of the handle. The lever latch 80 is connected tothe spring mechanism 22 with a shaft journal 82. The lever latch 80 isrestored to the rest position shown in FIG. 8 by means of a torsionalspring 81 that is arranged to rotate the lever latch 80 in relation tothe shaft journal 82. The free ends of the shaft journal 82 are arrangedto move in grooves (not shown in FIGS. 8 to 10) produced inside the bodyof the handle 3, substantially in the longitudinal direction of thehandle. It should be noted that in this embodiment the push rod 20 andthe lever latch 80 are not attached to each other.

FIG. 9 shows in a manner corresponding to FIGS. 3 and 7 the act ofproducing the margin for adjustment of locking according to theinvention by means of the spring latch 80. When the driver pushes thepush rod 20 downwards towards in the direction shown by the arrow, thehandle 3 is locked in its position with a margin for adjustment, as thetip of the spring latch 80 is locked behind a tooth located at asuitable point on the toothed rim 30. When the driver ceases to push thepush bar 20 downwards, the push bar is immediately restored back to therest position shown in FIG. 8, pulled by the return member located atthe top of the push bar 20.

In the drawing, the margin for adjustment of locking is produced bymeans of the spring mechanism 22 in the following manner. When thelocking is switched on, it is now possible to move the handle 3 eitherin the direction B or C as shown by the broken lines in such a mannerthat the lever latch 80 still remains locked behind the same set toothon the toothed rim 30, and the spring mechanism 22 yields slightly,keeping the handle 3 by means of the counterforce it has produced at thesame time in the position desired at a given time in the adjustmentrange 31 of the movement of the piston means 7.

When the handle 3 is turned further in the direction B or C than allowedby the margin for adjustment 31, the tip of the lever latch 80 isreleased from the toothed rim 30, and the lever latch 80 returns to therest position shown by FIG. 8, being turned thereto by the torsionalspring 81. In a corresponding manner, when the handle 3 is turnedfurther in the direction B than allowed by the margin for adjustment 31,the lever latch 80 is finally turned to the position shown in FIG. 10,in which the lever latch 80 is because of its shape not capable ofpreventing the movement with respect to the toothed rim 30. When thehandle 3 is turned further in the direction B in the situation accordingto FIG. 10, the toothless area of the toothed rim 30 is reached, whereinthe lever latch 80 is capable of returning back to the rest positionshown in FIG. 8, being turned thereto by the torsional spring 81.

FIG. 11 illustrates an advantageous placement of the operating part 16of the control device and the handle 3 functioning as an actuator in avehicle cabin, to be operated by the right hand 111 of the driver. Thelocking of the handle 3 with a margin for adjustment according to theinvention provides the driver with the possibility to use his/her righthand 111, if necessary, also for steering by means of the steering wheel110 or for another purpose. Thus, the invention also considerablyenhances the use of other control or auxiliary devices of the vehicle.By steering the vehicle momentarily with the steering wheel 110 by thehand 111 intended for the actuator 3 of the control device, the otherhand 112 of the driver becomes free for other tasks, and the driver canalso change his/her grip and/or rest said other hand 112 during driving.

When the operating part 16 and the actuator 3 are installed suitablyclose to the steering wheel 110, it is possible for the driver tofine-adjust the speed of the vehicle for example when driving longerdistances by moving the actuator 3 that is locked with a margin foradjustment with the edge of his/her hand 111 and or with his/her wristaccording to FIG. 11, keeping both hands 111, 112, however, at the sametime on the steering wheel 110. In practical test drives of the deviceaccording to the invention, it has been found that this is a veryfunctional solution that clearly improves traffic safety and reduces thestrain of the driver especially when driving longer distances. In asuddenly occurring situation, for example in panic braking or rapidacceleration, the driver can rapidly grasp the actuator 3 and turn itwithout delay in the direction B or C and the locking with a margin ofadjustment according to the invention is simultaneously released,wherein the actuator 3 is capable of moving freely, keeping a goodfeedback feeling to the pedal control devices of the vehicle.

Furthermore, the locking of the actuator of a control device with amargin for adjustment according to the invention can be used merely as ahand-operated accelerator with a margin for adjustment, to furtherreplace for example a conventional cruise controller. FIGS. 12 and 13show embodiments of the invention suitable for this purpose, in whichthe movement of the handle 3 is transmitted mechanically to themechanism of the accelerator pedal of the vehicle by means of a push baror the like (FIG. 12) or a cable or the like (FIG. 13). It is, of courseobvious that said transmission can also be implemented by means of theabove-presented hydrostatic power transmission by omitting the membersnecessary for affecting the accelerator pedal in the device.

In FIG. 12, a push bar 120 is connected to the lower end of the handle3, below the same with respect to the shaft 2. Furthermore, the push bar120 is arranged to be connected to the accelerator pedal or tomechanisms closely connected thereto by a suitable manner that isobvious for anyone skilled in the art, so that when the handle is turnedin the direction B, the push bar 90 (or the members connected thereto)press the accelerator pedal, thus increasing acceleration. The functionof the members implementing the locking with a margin for adjustmentaccording to the invention, i.e. the push bar 20, the latch 21, and thespring mechanism 22 in relation to the toothed rim 30, corresponds tothe examples above.

In FIG. 13, a cable 130 is attached to the lower end of the handle 3,below the same with respect to the shaft 2. Furthermore, the cable 130is arranged to be connected to the accelerator pedal or to mechanismsclosely connected thereto by a suitable manner that is obvious foranyone skilled in the art, so that when the handle is turned in thedirection B, the cable 130 (or the members connected thereto) pull theaccelerator pedal downwards, thus increasing acceleration. The functionof the members implementing the locking with a margin for adjustmentaccording to the invention, i.e. the push bar 20 and the spring latch60, in relation to the toothed rim 30, corresponds to the examplesabove.

When compared to a conventional cruise controller, it is a considerableadvantage of the embodiments of the invention illustrated above in FIGS.12 and 13 that the solution according to the invention can also be usedat slow speeds, for example in slowly proceeding rush-hour traffic. Insuch situations it is typically not possible to use normal electric orother conventional cruise control mechanisms of prior art, because forexample for safety reasons the active speed range of the same istypically restricted so that it begins at speeds of over 50 to 60 km/h.In speeds lower than the above-mentioned speed, the coupling to thefunction of conventional cruise controllers is typically entirelyprevented, or the use of the same for this purpose is rather clumsy,because in practice, the speed must be constantly fine-adjusted. Bymeans of the control device according to the invention it is very easyto fine-adjust the speed by using the handle 3 in the above-describedmanner.

The use of the invention for implementation of a control devicefunctioning as a mere hand-operated accelerator is also possible in suchcases in which the driver is capable of using the original brake pedalof the vehicle normally by means of a foot, but the use of theaccelerator pedal by means of a foot is in longer distances not possibleat all, or is problematic due to the tiring of the foot etc.

In addition to the control devices intended for persons with restrictedmobility, it is also possible to implement the invention in controldevices intended for professional drivers, such as taxi drivers or truckdrivers to increase the driving comfort. Such control devices cancontain only the aforementioned hand-operated accelerator with a marginfor adjustment that replaces a cruise controller, or also a functionenabling the use of brakes, if necessary.

It is, of course, obvious for anyone skilled in the art that bycombining, in different ways the modes of operation and structurespresented above in connection with different embodiments of theinvention, it is possible to provide various embodiments of theinvention in accordance with the spirit of the invention. Therefore, theabove-presented examples must not be interpreted as restrictive to theinvention, but the embodiments of the invention can be freely variedwithin the scope of the inventive features presented in the claimshereinbelow.

It is important to note that the locking with a margin for adjustmentaccording to the invention is also officially acceptable to be used intraffic. Generally, this does not apply to all mechanically implementedsolutions, because the solutions used therein, such as for examplefriction locking of the control device, may prevent unrestrained use ofthe control device for example in an emergency situation.

1. Control device for affecting an accelerator of a vehicle by means ofan actuator arranged within reach of a driver, wherein the controldevice comprises means for locking the actuator with a margin foradjustment into a locked position in which position the actuator isutilized to affect the accelerator of the vehicle, and means forproducing a bi-directional margin for adjustment in said lockedposition, which margin for adjustment allows the driver to move theactuator bi-directionally within the adjustment range of the margin foradjustment and to adjust the accelerator without releasing said locking,and further means to release the locking with a margin for adjustmentautomatically when the driver turns the actuator outside said margin foradjustment.
 2. The control device according to claim 1, wherein themeans for locking the position of the actuator is attached to theactuator in a flexible manner to produce a bi-directional margin foradjustment for the actuator.
 3. The control device according to claim 1,which control device comprises an operating part arranged within thereach of the driver, said operating part further comprising an actuator,wherein a body of the operating part of the control device comprises atoothed rim for locking the position of the actuator with abi-directional margin for adjustment in relation to said body or thelike.
 4. The control device according to claim 3, wherein the actuatorof the control device comprises a locking member, which said lockingmember is arranged to be locked behind a tooth on the toothed rim whenactivated by the driver, to lock the position of the actuator with abi-directional margin for adjustment in relation to the toothed rim,thus maintaining the accelerator of the vehicle pressed down.
 5. Thecontrol device according to claim 4, wherein said locking member is alatch, a flexible spring latch or a lever latch.
 6. The control deviceaccording to claim 4, wherein said locking member is attached in aflexible manner to the actuator to produce a bi-directional margin foradjustment for the actuator in a situation in which the locking memberis locked behind a set tooth on the toothed rim.
 7. The control deviceaccording to claim 6, wherein when the driver turns the actuator outsidethe adjustment range in either direction determined by thebi-directional margin for adjustment, said locking member is arranged tobe released from the toothed rim.
 8. The control device according toclaim 1, wherein the same control device also comprises means foraffecting brakes of the vehicle.
 9. The control device according toclaim 1, wherein the control device comprises means for transmittingmovement and force, exerted by the driver with his/her own muscularstrength on an actuator of the control device, hydrostatically to thefoot pedal control device/devices of the vehicle or to mechanismsconnected thereto.
 10. The control device according to claim 1, whereinthe control device comprises means for transmitting movement and force,exerted by the driver with his/her own muscular strength on an actuatorof the control device, by means of a mechanical lever/leverage and/orcable transmission to the foot pedal control device/devices of thevehicle or to mechanisms connected thereto.
 11. The control deviceaccording to claim 1, wherein the actuator of the control device that isintended for the driver is a handle, said handle comprising a lever, aknob or another corresponding member intended for the driver forswitching on the locking with a bi-directional margin for adjustment.12. The control device according to claim 11, wherein the handle isarranged to affect the accelerator of the vehicle when the drivermoves/turns the handle in a first direction, and the actuator isarranged to affect the brakes of the vehicle when the driver turns/movesthe handle in the opposite direction.
 13. The control device accordingto claim 1, wherein the actuator and/or operating part of the controldevice is attached in the vehicle cabin within the reach of the driverinto the driver's seat.
 14. The control device according to claim 1,wherein the actuator and/or operating part is/are attached in thevehicle cabin within the reach of the driver on the door of the vehicleon the driver's side.
 15. The control device according to the claim 1,wherein the actuator and/or operating part is/are attached in thevehicle cabin within the reach of the driver on the steering wheel or tothe structures of the control shaft connected to the steering wheel.